Delta Air Lines

Delta is the largest U.S. carrier by revenue and it has Atlanta as the world's largest airline hub -- close to a thousand peak-day departures out of ATL by Delta's own count, plus massive presences in Minneapolis, Seattle, and Los Angeles. The airline carries more than 200 million customers a year (Delta 2025 annual report), which tells you Delta has scaled profitably without the constant crises that plague United or Southwest. The SkyMiles program is one of the best loyalty currencies in the U.S. because you can actually use miles on Delta without gaming the system, and the airline releases seats consistently.

The fleet is in transition, though slower than the press releases suggest. A220-300s and A321neos keep arriving, but the 717 is still flying: Delta counted 80 of them at 31 December 2025, averaging 24.3 years old, and named no retirement date (Delta 2025 annual report). Long-haul runs on the A350-900, the A330-900neo and the 767. The A350-1000 and the 787-10 sit in the order book rather than the schedule: Delta ordered the 787-10s in January 2026 for delivery from 2031, and it operates no 787 of any variant today, so a Delta Dreamliner is not a seat you can pick. The Delta One cabin on the A350 is genuinely competitive with anything overseas carriers offer, and Delta Comfort (formerly Comfort+) is extra-legroom economy, not a lie-flat cabin. This isn't the most premium airline globally, but it's the most consistently reliable premium experience in the U.S. market.

The A350-900 handles transatlantic and some premium Pacific routes (Tokyo, Seoul) with Delta One Suites in a 1-2-1 configuration. These suites have a bed Delta lists at 76 to 77 inches, USB-C and power outlets, and direct aisle access for every seat. Delta lists two A350-900 layouts: 32 Delta One suites in the 306-seat cabin and 40 in the 275-seat cabin, so check which one your flight carries. Premium Select adds 40 or 48 seats depending on layout, at 38 inches of pitch. The A330-900neo (another new wide-body) has Delta One in a 1-2-1 layout with 29 suites and 28 Premium Select seats, and it's becoming the workhorse for Pacific and Caribbean routes. Both aircraft have Delta Studio seatback entertainment, which Delta lists at more than a thousand hours of content, on a bigger, higher-resolution screen than the older widebodies carry.

The 767 handles secondary international routes, and the 767-400ER carries a lie-flat business cabin after its retrofit. Domestically the A220-300 is the one worth hunting: bigger windows, lower cabin pressure (equivalent to 6,000 feet), and far better noise insulation than the 737s that dominate competitors' fleets. The 717 is still in the schedule alongside it, and it is one of the oldest types Delta flies, so the aircraft type on your booking changes the cabin more than the route does. Delta also flies the A319, A320, A321 and A321neo, the 737-800 and 737-900ER, and the 757, which is why two flights on the same city pair can feel like different airlines.

Delta One Suites on the A350 genuinely feel like a modern upgrade to the older lie-flat experience. The suite door isn't quite the sliding closure of Qatar or Emirates, but it's substantial privacy via a hinged door that closes most of the way. The seat converts to a fully lie-flat bed that Delta lists at 76 to 77 inches long and about 20 inches wide. The bedding and the amenity kit are by Missoni, rolled out across Delta One through 2025, with a mattress pad on every Delta One flight. Direct aisle access means nobody climbs over you to get to the bathroom. The dining is better than the rest of the Delta cabin -- it's actually plated service with choices, not the simplified stuff economy gets.

Delta Comfort (formerly Comfort+) is extra-legroom economy, not a lie-flat cabin, and it helps to be clear about what the fare buys. Delta places it between Delta Main and Delta First, and you get up to about three inches more legroom than the standard rows plus more recline on long-haul, in the same seat frame. It's a sensible middle ground if you want more room without paying a long-haul business fare. The regular economy on the A350 is 31 to 32 inches, and the seat width is decent at 17.4 inches. The Delta Studio seatback screens are larger and sharper than the ones on the older widebodies. The cabin pressure on the A350 is equivalent to 6,000 feet (vs. 8,000 on most aircraft), which reduces jet lag noticeably. Delta Sync Wi-Fi is free for SkyMiles members on most of the fleet, with the last widebodies still being fitted, so check your flight.

On Delta One Suites on the A350, the forward cabin (8 seats in rows 1-2) boards first and deplanes first, but the rear cabin (rows 8-9) is quieter and further from the galley bustle. If you value privacy and don't mind boarding last, aft is worth requesting. Middle suites in the mid-cabin (rows 4-6) get a balance of position and quietness. Avoid the very back of the aircraft in regular economy (rows 30+) -- you'll get noise from the engines and a longer walk to the galleys and lavatories.

In Delta Comfort, rows in the forward part of the cabin (typically rows 21-24 on the A350) are worth targeting because you're closer to the galley where you board, and you'll deplane faster. Window seats on the A350 are exceptional for views because the windows are genuinely large. On the A220, the exit rows give noticeably more room than the 31-to-32-inch standard rows, which is worth the extra upgrade fee on flights over 2 hours. The A220 cabin is also noticeably quieter than any Boeing narrow-body, which matters on the longer domestic routes like ATL-LAX or ATL-SEA.